777 strikes approach lights on departure 9/15

Cptnchia said:
I was just pointing out that what happens when an LCA is not on the airplane is not what is supposed to happen! Captains are not supposed to be looking at the AWABS while the aircraft is moving.
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@Cptnchia I'm disappointed :D . The Capt's analysis of the WDR should not take place while the Capt is taxiing the aircraft. The Captain can however transfer control of the aircraft to the FO for the review.
 
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I came to see any news and all this talk of sketch hotels and crap coffee I completely forgot why I was here! Haha
 
Data taken from the flight recorders shows that this tear forced the aircraft to compensate (successfully) to prevent a loss of cabin pressure during the flight.

There were also 90 dents and scratches across an 18 square meter area of the plane’s undercarriage, and some damage to a metal guard on the left landing gear.

miami-771x376.jpg
 
Boris Badenov said:
Ahahahah. The Qataris classified it as an "Incident".

It's only a flesh wound!
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?

Maybe their definition differs from what we have here for accidents vs. incidents.




Honestly, this kind of thing could also easily have happened here. You'd be silly to think otherwise. I get ripping ME carriers for things, but this particular incident, with the runway with T3 intersection also being the same as T3 for a temporary 3 notam is just dangerous set-up for confusion.
 
A recent Delta ASAP report was an A320 FO on taxi out of MSP for deice at the 30L pad, configuring for deice, he said knew he had to raise a guarded switch to push the ditchbutton, but accidentally ended up lifting the guarded switch and hitting the cargo fire extinguishing button. Fired both bottles into the cargo bin. And this is a "tier 1" candidate at the world's finest airline.

Rip on ME carriers all you'd like, but you have to admit that pilots have everywhere been making mistakes ever since the first guy strapped himself into a plane and went flying.

The goal though, is to learn from other mistakes, fix the errors that occurred, make procedures to prevent it from happening again, and keeping as safe an operation as you can while acknowledging the threats around you. TEM stuff.
 
Cherokee_Cruiser said:
A recent Delta ASAP report was an A320 FO on taxi out of MSP for deice at the 30L pad, configuring for deice, he said knew he had to raise a guarded switch to push the ditchbutton, but accidentally ended up lifting the guarded switch and hitting the cargo fire extinguishing button. Fired both bottles into the cargo bin. And this is a "tier 1" candidate at the world's finest airline.

Rip on ME carriers all you'd like, but you have to admit that pilots have everywhere been making mistakes ever since the first guy strapped himself into a plane and went flying.

The goal though, is to learn from other mistakes, fix the errors that occurred, make procedures to prevent it from happening again, and keeping as safe an operation as you can while acknowledging the threats around you. TEM stuff.
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I doubt the Delta pilots were fired for that mistake. Wonder what the status is of the Qatar crew???

That's the difference.
 
Seggy said:
I doubt the Delta pilots were fired for that mistake. Wonder what the status is of the Qatar crew???

That's the difference.
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I heard 2 fired, 2 were ok.

My best guess is the operating crew was let go, and the relief crew kept their jobs.


I agree with you on this one........ a simple mistake like this should not get the crew fired. This wasn't gross negligence. This was the case of a runway intersection T3 that in their performance system showed T3 as available but as a T 3 notam for the runway full length. IMO, confusing and can cause an error.

If I was Qatar management, I wouldn't have fired them. Re-train and then send memos out company wide warning about notams sometimes being similar to runway intersections in the performance data, and to double-check the available length that comes back with numbers.
 
I'll never understand this mindset. About to go on a 13.5 hour flight but let's save 2 minutes by not using full length. I wouldn't care if the performance data actually said I could do it. I like having as much runway as possible with my 10,000 lb jet, much less if I was flying one weighing 750,000 lbs.
 
Response of Qatar CEO to a question about this tailstrike at MIA:

“Such kind of incidents happen quite often, either it is a tail strike on the runway or it is contact with the landing lights,” says Al Baker. “It is nothing out of context.”

https://www.flightglobal.com/news/a...nts-to-air-traffic-control-in-miami-c-419912/




And in the end he's right. Think back to your last few months of flying and we can all find times where we made mistakes, and undoubtedly some of them included aircraft damage.

I'll come clean and admit that we dragged the tail twice just yesterday, and punctured the pressure bulkhead on the second one. It happens. I had one two weeks ago as well; it was dark and we couldn't figure out what some of our takeoff data meant so we just blasted off. It wasn't that loud of a hit, according to passengers in the last few rows...just enough to take out the entire MALSR system with our thin metal fuselage at 180MPH -- but these kind of incidents happen quite often, be it a tail strike or contact with the landing lights. Don't take it out of context.

Also, it's never a good idea to request the tower to send an airport ops truck down to the end of the runway to check for any evidence of a tailstrike. They could be on a meal break and should not be bothered; just move the jet to where it's scheduled to go.
 
Their CEO is...well, it's Qatar, what am I saying. I would expect no less.

At least Emirates did not undermine the severity of their similar incident.
 
A story from a friend:

A long time ago we were taxing out in Savanna at o' dark thirty in the morning. Airport was uncontrolled at that time and as we taxi'd out we were busy getting the clearance and punching it into the box, etc. I taxi'd out onto the runway and something didn't look right. I realized I turned onto the runway prior to the end of full length. Fortunately I captured the error and just continued back taxing, and I don't know the circumstances of the Qatar crew but you can't say it hasn't been done before in the US (think Comair/Lexington, using the wrong RUNWAY, and that was an experienced crew).

The GPS devices on our iPads would be an amazing safety feature if we could turn them on.

I turned onto E-1 going to 10.

runway-map.jpg
 
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Cherokee_Cruiser said:
A recent Delta ASAP report was an A320 FO on taxi out of MSP for deice at the 30L pad, configuring for deice, he said knew he had to raise a guarded switch to push the ditchbutton, but accidentally ended up lifting the guarded switch and hitting the cargo fire extinguishing button. Fired both bottles into the cargo bin. And this is a "tier 1" candidate at the world's finest airline.

Rip on ME carriers all you'd like, but you have to admit that pilots have everywhere been making mistakes ever since the first guy strapped himself into a plane and went flying.

The goal though, is to learn from other mistakes, fix the errors that occurred, make procedures to prevent it from happening again, and keeping as safe an operation as you can while acknowledging the threats around you. TEM stuff.
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How do you have info from another airlines ASAP program?
 
Nick said:
Response of Qatar CEO to a question about this tailstrike at MIA:

“Such kind of incidents happen quite often, either it is a tail strike on the runway or it is contact with the landing lights,” says Al Baker. “It is nothing out of context.”

https://www.flightglobal.com/news/a...nts-to-air-traffic-control-in-miami-c-419912/




And in the end he's right. Think back to your last few months of flying and we can all find times where we made mistakes, and undoubtedly some of them included aircraft damage.

I'll come clean and admit that we dragged the tail twice just yesterday, and punctured the pressure bulkhead on the second one. It happens. I had one two weeks ago as well; it was dark and we couldn't figure out what some of our takeoff data meant so we just blasted off. It wasn't that loud of a hit, according to passengers in the last few rows...just enough to take out the entire MALSR system with our thin metal fuselage at 180MPH -- but these kind of incidents happen quite often, be it a tail strike or contact with the landing lights. Don't take it out of context.

Also, it's never a good idea to request the tower to send an airport ops truck down to the end of the runway to check for any evidence of a tailstrike. They could be on a meal break and should not be bothered; just move the jet to where it's scheduled to go.
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We the company or we a crew dragged 2 tails in 1 day?
 
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